Porsche 718 Cayman GT4 Looks Production-Ready
We could see the Porsche 718 Cayman GT4 break cover at Goodwood. It鈥檚 been a while since we鈥檝e caught a prototype of the Porsche 718 Cayman GT4. Now that the track-only 718 Cayman GT4 Clubsport has been revealed, it seems like only a matter of time before the covers come off the road-going GT4. Our spy photographers have snapped some photos of the new GT4 being put through its paces at the Nurburgring, and it looks practically production-ready. All it鈥檚 missing is are Porsche badges at the front and rear. Compared to our last sighting of the GT4, the front bumper and diffusor are devoid of camouflage, giving us a clear look at the range-topping 718 Cayman, which will likely be produced in limited numbers. The only change we're expecting to see on the production model is the headlights being replaced with Porsche's LED units. In terms of styling, the GT4 looks more aggressive than the GTS thanks to larger intakes in the front fascia, a fixed rear wing, and a prominent diffuser.
The dual exhausts are also wider apart than on the GTS. If the recently-revealed 718 Cayman GT4 Clubsport is anything to go by, the road car will be powered by a 3.8-liter naturally-aspirated flat six. In the Clubsport, the engine produces 419 hp and 313 lb-ft of torque, with rumors suggesting the road-going GT4 will have around 400 hp. Like the Clubsport, the Cayman GT4 will initially only be available with a six-speed manual, but an optional dual-clutch gearbox is expected to be offered later. The interior won鈥檛 be as barebones as the Clubsport, but thinner glass and fewer luxuries will help shed some weight. Recent spy shots also suggest a wingless Porsche Cayman Touring is on the horizon, which will likely launch after the standard GT4. As for when the Porsche Cayman GT4 will break cover, rumors suggest it will debut at the 2019 Goodwood Festival of Speed in July, but it could be revealed online sooner.
The predominantly software upgrade helps the 718 Cayman鈥檚 2.5-liter turbocharged four-cylinder engine improve its output from 350 horsepower and 309 pound-feet of torque to an enticing 400 horsepower and 353 pound-feet of torque. Naturally, the coupe鈥檚 top speed also gets a bump to 184 mph, around seven mph quicker than the 177-mph top speed of the stock 718 Cayman. For a clearer look at how TechArt鈥檚 TA082/S1 power kit affects the 718 Cayman, check out the breakdown in the table below. Notice how even back in 2014, SpeedArt鈥檚 engine upgrade program for the Cayman could already go up to 400 horsepower. Imagine then what it can do with the new 718 Cayman. Hopefully, we鈥檒l find out soon enough. TechArt has yet to reveal pricing details for its new program for the Porsche 718 Cayman. The good news is we鈥檝e reached out to the German tuner for a comment on this regard so when we get them, we鈥檒l be sure to make the necessary updates. It鈥檚 obviously a dated car, but it鈥檚 also worth mentioning that RUF was able to coax a staggering 750 horsepower and 708 pound-feet of torque out of the car鈥檚 old 3.8-liter turbocharged flat-six cylinder engine. Even more incredible was the fact that with the power gains in full bloom, the RUF CTR3 Clubsport was capable of hitting a top speed of 229 mph. Read our full review here. Isn鈥檛 it fitting that TechArt, regarded as a savant when it comes to Porsche aftermarket tuning, is one of the first to the party when it comes to a tuning program for the Porsche 718 Cayman? I鈥檓 certainly not surprised by the expediency by which TechArt worked on this kit, nor am I surprised that the program turned out to be all sorts of impressive. Between the aero kit, the work on the interior, and the modest but no less significant engine upgrade, the German tuner once again proved its worth.
Click the thumbwheel from Comfort to Sport, and the Porsche flexes its muscles instantly. Your best bet is thus perhaps Individual mode, which can, for example, blend compliant dampers with fast shifting and eager throttle response. Better still, dial in PSM Sport, which is, on cold tires, almost as exciting as PSM Off. If testing boundaries is all about putting abilities and ambitions into perspective, then the 718 is a better tool for this job than the TT RS. It simply is the more tactile car, provides feedback in abundance, talks you through the tricky bits with subtle body language, and leaves some latitude before stepping in. The Cayman is happy to indulge in the complete handling spectrum from mild understeer to wild oversteer. It is a classic case of challenge followed by instant reward鈥攐r instant punishment. Having said that, the Audi is on certain days the quicker A-to-B car. Through fast sweepers, the TT RS is surreally fast, poised, and grounded. Where ripples and grooves start to annoy the Porsche, its challenger continues to be an unreservedly focused, unswerving carver.
Even though the 718 received the 911鈥檚 four-piston front brakes, it cannot quite match the fast-rewind stopping power of a TT RS with carbon-ceramic rotors. Another forte of the coupe with the four rings is the sprint against the stopwatch. Thanks to Quattro, launch control, and an extra 45 lb-ft of torque, it beats the Porsche by a significant half-second from 0 to 60 mph. At the end of the day, the TT RS鈥檚 handling balance costs it precious virtual points. Because turn-in just isn鈥檛 quite as eager, and because eventual understeer is the name of 10/10ths cornering exercises, and because the car likes to be in control. When we entered the zig-zag roller-coaster part of the route, the TT RS started with a tire pressure of 33 psi all-around. About 40 minutes later, rubber melting and brakes fuming, the readout signaled a jump to 48 up front and 38 in the back. Sure, we could have let air out and hoped for the best on the re-run. Alternatively, though, Audi could have agreed on a more adventurous torque split not unlike the setup Ford chose for the remarkable Focus RS. After all, truly fast cornering is not about overt leeriness but about a predominantly neutral attitude that stretches a bit either way when required. On paper, these two contenders have a lot in common. On the road, however, they display quite different strengths and weaknesses. The TT RS wears a flashy, aggressive outfit, but it delivers when pushed, and its dynamic potential is remarkably accessible.